Hybrid drive device, hybrid drive system, and vehicle

Abstract

The utility model provides a hybrid power driving device, a hybrid power driving system and a vehicle. The hybrid power driving device comprises a first driving mechanism, a first driving mechanism engine, a first motor, a first variable speed connecting assembly and a second variable speed connecting assembly. The first variable-speed connecting assembly is arranged between the first motor and the engine and used for connecting the first motor and the engine. The second variable speed connecting assembly is arranged between the engine and the wheel end and between the first motor and the wheel end. The second variable-speed connecting assembly is used for connecting the engine and the wheel end, and the second variable-speed connecting assembly is further used for connecting the first motor and the wheel end. According to the hybrid power driving device, multi-gear output of the first motor and the engine is achieved, and the hybrid power driving device is simple and compact in structure, small in size and easy to arrange.

Description

Technical Field

[0001] The utility model generally relates to the technical field of hybrid power, and more specifically relates to a hybrid drive device, a hybrid drive system and a vehicle. Background Art

[0002] At present, in order to achieve multi-gear output of an engine and a motor, existing hybrid drive devices adopt a large number of gears and shaft systems in cooperation, which are complex in structure, large in volume and not easy to arrange. Summary of the Utility Model

[0003] A series of simplified concepts are introduced in the summary of the utility model, which will be further described in detail in the detailed implementation section. The summary of the utility model does not mean to attempt to define the key features and essential technical features of the claimed technical solution, nor does it mean to attempt to determine the protection scope of the claimed technical solution.

[0004] To at least partially solve the above problems, a first aspect of the present utility model provides a hybrid drive device, which includes a first drive mechanism, and the first drive mechanism includes:

[0005] An engine;

[0006] A first motor;

[0007] A first speed change connection assembly, which is arranged between the first motor and the engine, and the first speed change connection assembly is used to connect the first motor and the engine; and

[0008] A second speed change connection assembly, which is arranged between the engine and the wheel end, and between the first motor and the wheel end, and the second speed change connection assembly is used to connect the engine and the wheel end, and the second speed change connection assembly is also used to connect the first motor and the wheel end.

[0009] According to the hybrid drive device of the first aspect of the present utility model, through the first speed change connection assembly and the second speed change connection assembly, the engine, the first motor and the wheel end can be connected and disconnected, so as to achieve multi-gear output of the first motor and the engine, with a simple and compact structure, small volume and easy arrangement.

[0010] Optionally, the first drive mechanism further includes:

[0011] An engine shaft, which is connected to the engine;

[0012] A first motor shaft, which is connected to the first motor;

[0013] A first output shaft, which is coaxially arranged with the engine shaft and is adapted to be connected to a wheel end;

[0014] Wherein, the first speed-changing connection assembly is arranged between the engine shaft and the first motor shaft, and the first speed-changing connection assembly is configured to: connect the engine shaft and the first motor shaft in the engaged state and disconnect the engine shaft and the first motor shaft in the disengaged state; and

[0015] A second speed-changing connection assembly, which is arranged between the first output shaft and the engine shaft, and the second speed-changing connection assembly is configured to: connect the engine shaft and the first output shaft in a first engaged state and connect the first output shaft and the first motor shaft in a second engaged state.

[0016] Optionally, the hybrid drive device further includes a second drive mechanism, and the second drive mechanism includes a second motor, and the second motor is adapted to be connected to a wheel end.

[0017] Optionally, the first drive mechanism includes a first clutch, and the first clutch is arranged between the engine shaft and the engine, and the first clutch is configured to: connect the engine and the engine shaft in the engaged state and disconnect the engine and the engine shaft in the disengaged state.

[0018] Optionally, the first speed-changing connection assembly includes a first gear, a second gear and a first connector, the first gear is connected to the engine shaft, the second gear is sleeved on the first motor shaft, and the first gear meshes with the second gear; the first connector is arranged on the first motor shaft, and the first connector in the engaged state is connected to the second gear so that there is no rotation between the second gear and the first motor shaft.

[0019] Optionally, the first connector includes a first synchronizing gear, a second synchronizing gear and a first synchronizing ring gear, the first synchronizing gear is arranged on the first motor shaft and is non-rotatable relative to the first motor shaft, and the second synchronizing gear is arranged on the second gear and is non-rotatable relative to the second gear; the first synchronizing ring gear is movably connected to the first motor shaft along the axial direction of the first motor shaft between an engaged position and a disengaged position, and the first synchronizing ring gear in the engaged position is sleeved on the first synchronizing gear and the second synchronizing gear.

[0020] Optionally, the first connector includes a first friction portion and a second friction portion. The first friction portion is movably connected to the first motor shaft between a combined position and a separated position along the axial direction of the first motor shaft, and the second friction portion is non-rotatable relative to the second gear; the first friction portion at the combined position is in contact with the second friction portion.

[0021] Optionally, the second speed-changing connection assembly includes a third gear, a fourth gear, and a second connector. The third gear is connected to the first motor shaft, the fourth gear is sleeved on the first output shaft, the third gear meshes with the fourth gear, and the second connector is disposed on the first output shaft;

[0022] The second connector in the first combined state is connected to the engine shaft so that there is no rotation between the first output shaft and the engine shaft;

[0023] The second connector in the second combined state is connected to the fourth gear so that there is no rotation between the first output shaft and the fourth gear.

[0024] Optionally, the second connector includes a third synchronizing gear, a fourth synchronizing gear, and a second synchronizing ring gear. The second synchronizing ring gear is disposed on the first output shaft and is non-rotatable relative to the first output shaft, the third synchronizing gear is non-rotatable relative to the fourth gear, and the fourth synchronizing gear is non-rotatable relative to the engine shaft; the second synchronizing ring gear is movably connected to the first output shaft between a first combined position and a second combined position along the axial direction of the first output shaft. The second synchronizing ring gear at the first combined position is sleeved on the third synchronizing gear, and the second synchronizing ring gear at the second combined position is sleeved on the fourth synchronizing gear.

[0025] Optionally, the second connector includes a third friction portion, a fourth friction portion, and a fifth friction portion. The third friction portion is movably connected to the first output shaft between a first combined position and a second combined position along the axial direction of the first output shaft, the fourth friction portion is non-rotatable relative to the fourth gear, and the fifth friction portion is non-rotatable relative to the engine shaft; the third friction portion at the first combined position is in contact with the fourth friction portion, and the third friction portion at the second combined position is in contact with the fifth friction portion.

[0026] Optionally, the second driving mechanism further includes a second motor shaft, a second output shaft, and a third speed-changing connection assembly. The second motor shaft is connected to the second motor, and the second output shaft is adapted to be connected to a wheel end; the third speed-changing connection assembly is disposed between the second motor shaft and the second output shaft.

[0027] Optionally, the second driving mechanism further includes a second clutch disposed between the second motor shaft and the second motor. The second clutch is configured to connect the second motor and the second motor shaft in the engaged state and disconnect the second motor and the second motor shaft in the disengaged state.

[0028] Optionally, the third speed-changing connection assembly includes a fifth gear, a sixth gear, a seventh gear, an eighth gear, and a third connector;

[0029] The fifth gear is connected to the second motor shaft, the sixth gear is sleeved on the second output shaft, and the fifth gear meshes with the sixth gear;

[0030] The seventh gear is connected to the second motor shaft, the eighth gear is sleeved on the second output shaft, the seventh gear meshes with the eighth gear, and the transmission ratio between the fifth gear and the sixth gear is different from the transmission ratio between the seventh gear and the eighth gear;

[0031] The third connector is disposed on the second output shaft and is configured to:

[0032] Connect the sixth gear and the second output shaft in the first engaged state so that there is no relative rotation between the sixth gear and the second output shaft;

[0033] Connect the eighth gear and the second output shaft in the second engaged state so that there is no relative rotation between the eighth gear and the second output shaft.

[0034] Optionally, the third connector includes a fifth synchronizing gear, a sixth synchronizing gear, and a third synchronizing ring gear. The fifth synchronizing gear is non-rotatable relative to the sixth gear, and the sixth synchronizing gear is non-rotatable relative to the eighth gear. The third synchronizing ring gear is movably connected to the second output shaft along the axial direction of the second output shaft between a first engaged position and a second engaged position. The third synchronizing ring gear at the first engaged position is sleeved on the fifth synchronizing gear, and the third synchronizing ring gear at the second engaged position is sleeved on the sixth synchronizing gear.

[0035] Optionally, the third connector includes a sixth friction portion, a seventh friction portion, and an eighth friction portion. The sixth friction portion is movably connected to the second output shaft between a first engagement position and a second engagement position along the axial direction of the second output shaft. The seventh friction portion is non-rotatable relative to the sixth gear, and the eighth friction portion is non-rotatable relative to the eighth gear. The sixth friction portion located at the first engagement position is in contact with the seventh friction portion, and the sixth friction portion located at the second engagement position is in contact with the eighth friction portion.

[0036] A second aspect of the present utility model provides a hybrid drive system, including the hybrid drive device according to the above and a control device. The control device is adapted to control the hybrid drive device to switch gears and / or operating modes.

[0037] According to the hybrid drive system of the second aspect of the present utility model, multi-gear output of the first motor and the engine is achieved, with a simple and compact structure, small volume, and easy layout.

[0038] A third aspect of the present utility model provides a vehicle, including the hybrid drive system according to the above.

[0039] According to the vehicle of the third aspect of the present utility model, multi-gear output of the first motor and the engine is achieved, with a simple and compact structure, and the space utilization rate of the vehicle is improved. Description of the Drawings

[0040] The following drawings of the embodiments of the present utility model are hereby incorporated as part of the present utility model for understanding the present utility model. The embodiments and descriptions thereof of the present utility model are shown in the drawings to explain the principles of the present utility model. In the drawings,

[0041] Figure 1 is a schematic structural diagram of a hybrid drive device according to a first preferred embodiment of the present utility model;

[0042] Figure 2 is Figure 1 a schematic structural diagram of the first drive mechanism in

[0043] Figure 3 is Figure 1 a schematic structural diagram of the second drive mechanism in

[0044] Figure 4 is a schematic structural diagram of the first drive mechanism according to a second preferred embodiment of the present utility model;

[0045] Figure 5 is a schematic structural diagram of the first drive mechanism according to a third preferred embodiment of the present utility model;

[0046] Figure 6 Structural schematic diagram of the first driving mechanism of the fourth preferred embodiment of the present utility model;

[0047] Figure 7 Structural schematic diagram of the second driving mechanism of the second preferred embodiment of the present utility model; and

[0048] Figure 8 Structural schematic diagram of the second driving mechanism of the third preferred embodiment of the present utility model.

[0049] Description of Reference Numerals

[0050] 100: First driving mechanism 101: Engine

[0051] 102: First motor 103: Engine shaft

[0052] 104: First motor shaft 105: First output shaft

[0053] 106: First driving gear 110: First differential assembly

[0054] 111: First differential ring gear 112: First differential case

[0055] 113: First wheel half shaft 120: First speed change connection assembly

[0056] 121: First gear 122: Second gear

[0057] 123: First connector 124: First synchronizing gear

[0058] 125: Second synchronizing gear 126: First synchronizing ring gear

[0059] 130: Second speed change connection assembly 131: Third gear

[0060] 132: Fourth gear 133: Second connector

[0061] 134: Third synchronizing gear 135: Fourth synchronizing gear

[0062] 136: Second synchronizing ring gear 140: First clutch

[0063] 150: Second driving mechanism 151: Second motor

[0064] 152: Second motor shaft 153: Second output shaft

[0065] 154: Second differential assembly 155: Second differential ring gear

[0066] 156: The second differential case 157: The second wheel half shaft

[0067] 160: The third speed change connection component 261: The fifth gear

[0068] 262: The sixth gear 263: The seventh gear

[0069] 264: The eighth gear 265: The third connector

[0070] 266: The fifth synchronizing gear 267: The sixth synchronizing gear

[0071] 268: The third synchronizing ring 220: The first friction part

[0072] 221: The second friction part 230: The third friction part

[0073] 231: The fourth friction part 232: The fifth friction part

[0074] 250: The second clutch 161: The first reduction gear

[0075] 162: The second reduction gear 158: The second driving gear Detailed implementation manners

[0076] In the following description, a large number of specific details are given to provide a more thorough understanding of the present utility model. However, it is obvious to those skilled in the art that the embodiments of the present utility model can be implemented without one or more of these details. In other examples, in order to avoid confusion with the embodiments of the present utility model, some technical features well known in the art are not described.

[0077] In this article, the ordinal numbers such as "first" and "second" cited in the present utility model are only identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term "first component" itself does not imply the existence of a "second component", and the term "second component" itself does not imply the existence of a "first component".

[0078] In this article, "upper", "lower", "front", "rear", "left", "right", etc. are only used to represent the relative positional relationship between relevant parts, rather than defining the absolute positions of these relevant parts.

[0079] In this article, "equal", "same", etc. are not strict mathematical and / or geometric meanings, and also include the allowable errors that can be understood by those skilled in the art and are allowed in manufacturing or using, etc.

[0080] Unless otherwise specified, the numerical ranges in this article include not only the entire range within its two endpoints, but also several sub-ranges included therein.

[0081] First embodiment

[0082] Figures 1 to 3 A hybrid power drive device according to the present invention is shown, which includes a first drive mechanism 100 , and the first drive mechanism 100 includes an engine 101 , a first motor 102 , a first speed-changing connection assembly 120 and a second speed-changing connection assembly 130 .

[0083] The first speed-changing connection assembly 120 is disposed between the first motor 102 and the engine 101, and the first speed-changing connection assembly 120 is used to connect the first motor 102 and the engine 101. The second speed-changing connection assembly 130 is disposed between the engine 101 and the wheel end, and between the first motor 102 and the wheel end. The second speed-changing connection assembly 130 is used to connect the engine 101 and the wheel end, and the second speed-changing connection assembly 130 is also used to connect the first motor 102 and the wheel end.

[0084] According to the hybrid drive device of the utility model, the engine 101, the first motor 102 and the wheel end can be connected and disconnected through the first speed change connection component 120 and the second speed change connection component 130, thereby realizing multi-speed output of the first motor 102 and the engine 101, with a simple and compact structure, small size and easy layout.

[0085] Optionally, the first driving mechanism 100 further includes an engine shaft 103, a first motor shaft 104 and a first output shaft 105. The engine shaft 103 is connected to the engine 101. The first motor shaft 104 is connected to the first motor 102. The first output shaft 105 is coaxially arranged with the engine shaft 103, and the first output shaft 105 is suitable for being connected to a wheel end.

[0086] Among them, the first motor shaft 104, the engine shaft 103 and the first output shaft 105 can be connected to each other so that the power of the engine 101 and / or the first motor 102 can be transmitted to the first output shaft 105 through the first motor shaft 104 and the engine shaft 103 to achieve multi-gear power output.

[0087] In detail, the first speed change connection assembly 120 is arranged between the engine shaft 103 and the first motor shaft 104, and the first speed change connection assembly 120 is configured to connect the engine shaft 103 and the first motor shaft 104 in the engaged state, and disconnect the engine shaft 103 and the first motor shaft 104 in the disengaged state.

[0088] The second speed change connection assembly 130 is disposed between the first output shaft 105 and the engine shaft 103. The second speed change connection assembly 130 is configured to: connect the engine shaft 103 and the first output shaft 105 in the first engaged state, and connect the first output shaft 105 and the first motor shaft 104 in the second engaged state.

[0089] The first speed change connection assembly 120 realizes the connection and disconnection between the engine shaft 103 and the first motor shaft 104, and the second speed change connection assembly 130 realizes the connection and disconnection between the engine shaft 103 and the first output shaft 105, and between the first output shaft 105 and the first motor shaft 104. Thus, the connection and disconnection can be achieved between the first motor shaft 104, the engine shaft 103, and the first output shaft 105, thereby realizing the multi-gear output of the first motor 102 and the engine 101.

[0090] Furthermore, the first driving mechanism 100 includes a first clutch 140, and the first clutch 140 is disposed between the engine shaft 103 and the engine 101. The first clutch 140 is configured to: connect the engine 101 and the engine shaft 103 in the engaged state, and disconnect the engine 101 and the engine shaft 103 in the disengaged state. Therefore, the setting of the first clutch 140 enables the connection and disconnection between the engine 101 and the engine shaft 103, and in the mode where the engine 101 does not need to work, the drag loss caused by connecting the engine 101 can be reduced.

[0091] Refer to Figure 1 and Figure 2 , the first speed change connection assembly 120 includes a first gear 121, a second gear 122, and a first connector 123. The first gear 121 is fixedly connected to the engine shaft 103, the second gear 122 is sleeved on the first motor shaft 104 and is rotatable relative to the first motor shaft 104. The first gear 121 meshes with the second gear 122. The first connector 123 is disposed on the first motor shaft 104, and the first connector 123 in the engaged state is connected to the second gear 122, so that the rotation between the second gear 122 and the first motor shaft 104 is prevented, thereby enabling the connection between the engine shaft 103 and the first motor shaft 104 through the meshing of the first gear 121 and the second gear 122. When the first connector 123 is in the disengaged state, it is not connected to the second gear 122, so that there is no power transmission between the engine shaft 103 and the first motor shaft 104.

[0092] Specifically, the first connector 123 includes a first synchronizing gear 124, a second synchronizing gear 125, and a first synchronizing ring gear 126. The first synchronizing gear 124 is disposed on the first motor shaft 104 and is non-rotatable relative to the first motor shaft 104. Optionally, the first synchronizing gear 124 is fixed to the first motor shaft 104. The second synchronizing gear 125 is disposed on the second gear 122 and is non-rotatable relative to the second gear 122. Optionally, the second synchronizing gear 125 is fixedly connected to the second gear 122. The first synchronizing ring gear 126 is movably connected to the first motor shaft 104 along the axial direction of the first motor shaft 104 between an engaged position and a disengaged position. The first synchronizing ring gear 126 in the engaged position is sleeved on the first synchronizing gear 124 and the second synchronizing gear 125, so that the first motor shaft 104 and the second gear 122 are locked, and a speed-changing connection relationship is formed between the first motor shaft 104 and the engine shaft 103 through the first gear 121 and the second gear 122.

[0093] Further, referring to Figure 1 and Figure 2 , the second speed-changing connection assembly 130 includes a third gear 131, a fourth gear 132, and a second connector 133. The third gear 131 is connected to the first motor shaft 104. The fourth gear 132 is sleeved on the first output shaft 105. The third gear 131 meshes with the fourth gear 132. The second connector 133 is disposed on the first output shaft 105.

[0094] The second connector 133 in the first engaged state is connected to the engine shaft 103. Specifically, the second connector 133 in the first engaged state is connected to the first gear 121, so that the first output shaft 105 and the engine shaft 103 are non-rotatable relative to each other.

[0095] The second connector 133 in the second engaged state is connected to the fourth gear 132, so that the first output shaft 105 and the fourth gear 132 are non-rotatable relative to each other.

[0096] Therefore, by the second connector 133 being in the first engaged state and the second engaged state respectively, the first output shaft 105 can be connected to the engine shaft 103 and the first motor shaft 104 respectively.

[0097] In addition, the second connector 133 can also be in a disengaged state, that is, the second connector 133 is not connected to the first gear 121 and the fourth gear 132. At this time, the first output shaft 105 is disconnected from both the engine shaft 103 and the first motor shaft 104.

[0098] Further, the second connector 133 includes a third synchronizing gear 134, a fourth synchronizing gear 135, and a second synchronizing ring gear 136. The second synchronizing ring gear 136 is disposed on the first output shaft 105 and is non-rotatable relative to the first output shaft 105. The third synchronizing gear 134 is non-rotatable relative to the third gear 131, and the fourth synchronizing gear 135 is non-rotatable relative to the engine shaft 103. The second synchronizing ring gear 136 is movably connected to the first output shaft 105 along the axial direction of the first output shaft 105 between a first engaging position and a second engaging position. The second synchronizing ring gear 136 located at the first engaging position is sleeved on the third synchronizing gear 134, so that the third gear 131 is locked to the first output shaft 105, thereby enabling the first motor shaft 104 and the first output shaft 105 to form a connection relationship through the third gear 131 and the fourth gear 132. The second synchronizing ring gear 136 located at the second engaging position is sleeved on the fourth synchronizing gear 135, so that the first output shaft 105 is locked to the first gear 121, and thus the first output shaft 105 is connected to the output shaft of the engine 101.

[0099] Referring to Figure 2 , the first driving mechanism 100 further includes a first differential assembly 110. The first differential assembly 110 includes a first differential case 112, a first differential ring gear 111, and two first wheel half shafts 113. The first differential ring gear 111 is connected to the first differential case 112, and the two first wheel half shafts 113 respectively pass through both sides of the first differential case 112 into the first differential case 112 (the first wheel half shafts 113 are connected to bevel gears inside the first differential case 112). The first output shaft 105 is provided with a first driving gear 106, and the first driving gear 106 meshes with the first differential ring gear 111, so that the power of the first output shaft 105 is transmitted to the first differential case 112, thereby causing the two first wheel half shafts 113 to rotate, and further driving the wheels on the left and right sides.

[0100] In this embodiment, the first driving mechanism 100 is disposed at the front of the vehicle to drive the left front wheel and the right front wheel of the vehicle. Optionally, the hybrid driving device further includes a second driving mechanism 150. The second driving mechanism 150 includes a second motor 151, and the second motor 151 is adapted to be connected to the wheel end. Specifically, the second motor 151 is adapted to be connected to the left rear wheel and the right rear wheel of the vehicle to drive the rear wheels of the vehicle.

[0101] Further, referring to Figure 1 and Figure 3, the second driving mechanism 150 further includes a second motor shaft 152, a second output shaft 153, and a third speed-changing connection assembly 160. The second motor shaft 152 is connected to the second motor 151, and the second output shaft 153 is adapted to be connected to the wheel end. The third speed-changing connection assembly 160 is disposed between the second motor shaft 152 and the second output shaft 153, so that the power of the second motor 151 is sequentially transmitted to the wheel end through the second motor shaft 152 and the second output shaft 153.

[0102] Furthermore, the third speed-changing connection assembly 160 includes a first reduction gear 161 and a second reduction gear 162. The first reduction gear 161 is connected to the second motor shaft 152, the second reduction gear 162 is connected to the second output shaft 153, and the first reduction gear 161 and the second reduction gear 162 are meshed, so that the second motor shaft 152 and the second output shaft 153 are connected through the first reduction gear 161 and the second reduction gear 162.

[0103] Optionally, the second driving mechanism 150 further includes a second differential assembly 154. The second differential assembly 154 includes a second differential case 156, a second differential ring gear 155, and two second wheel half shafts 157. The second differential ring gear 155 is connected to the second differential case 156, and the two second wheel half shafts 157 respectively pass through both sides of the second differential case 156 and extend into the second differential case 156 (the second wheel half shafts 157 are connected to the bevel gears inside the second differential case 156). The second output shaft 153 is provided with a second driving gear 158, and the second driving gear 158 is meshed with the second differential ring gear 155, so that the power of the second output shaft 153 is transmitted to the second differential case 156, so that the two second wheel half shafts 157 rotate, and further drive the wheels on the left and right sides.

[0104] The first embodiment further provides a hybrid driving system, including the hybrid driving device and a control device according to the above. The control device is adapted to control the hybrid driving device to switch gears and / or working modes. According to the hybrid driving system of the first embodiment, multi-gear output of the first motor 102 and the engine 101 is achieved, and the structure is simple and compact, with a small volume and easy layout.

[0105] Specifically, the control device realizes gear shifting and working mode conversion through the first speed-changing connection assembly 120, the second speed-changing connection assembly 130, the first motor 102, the engine 101, and the second motor 151, as follows:

[0106] I. Pure electric driving mode:

[0107] 1) Pure electric drive in the first gear of the front-wheel drive: The engine 101 stops, the first clutch 140 disengages, the second motor 151 idles, the second synchronizer ring 136 engages with the third synchronizer gear 134, and the power of the first motor 102 is transmitted to the first differential assembly 110 successively through the first motor shaft 104, the third gear 131, the fourth gear 132, the first output shaft 105, and the first drive gear 106, thereby driving the front wheels of the vehicle. In this mode, for reverse driving, only the first motor 102 needs to reverse to drive the vehicle.

[0108] 2) Pure electric drive in the second gear of the front-wheel drive: The engine 101 stops, the first clutch 140 disengages, the second motor 151 idles, the first synchronizer ring 126 engages with the second synchronizer gear 125, the second synchronizer ring 136 engages with the fourth synchronizer gear 135, and the power of the first motor 102 is transmitted to the first differential assembly 110 successively through the first motor shaft 104, the second gear 122, the first gear 121, the first output shaft 105, and the first drive gear 106, thereby driving the front wheels of the vehicle.

[0109] 3) Pure electric drive in the rear-wheel drive: The power of the second motor 151 is transmitted to the second differential assembly 154 successively through the second motor shaft 152, the first reduction gear 161, the second reduction gear 162, the second output shaft 153, and the second drive gear 158, thereby driving the rear wheels of the vehicle.

[0110] In addition, the pure electric drive mode also includes two pure electric four-wheel drive modes, namely, the combination of the first gear of the front-wheel drive and the second drive mechanism 150 or the combination of the second gear of the front-wheel drive and the second drive mechanism 150.

[0111] II. Parallel drive:

[0112] 1) Parallel drive in the first gear: The engine 101 operates, the first clutch 140 engages, the second motor 151 idles, the first motor 102 is in one of the drive mode, idle mode, and power generation mode, the first synchronizer ring 126 engages with the second synchronizer gear 125, the second synchronizer ring 136 engages with the third synchronizer gear 134, the power of the engine 101 passes through the first clutch 140, the first gear 121, and the second gear 122 and is transmitted to the first motor shaft 104. The power of both the engine 101 and the first motor 102 is coupled on the first motor shaft 104 and then transmitted to the first output shaft 105 through the third gear 131 and the fourth gear 132, and then transmitted to the first differential assembly 110 through the first drive gear 106, thereby driving the front wheels of the vehicle.

[0113] 2) Parallel two-gear drive: The engine 101 operates, the first clutch 140 is engaged, the second motor 151 idles, the first motor 102 is in one of the drive mode, idle mode, and power generation mode. The first synchronizer ring 126 is engaged with the second synchronizer gear 125, and the second synchronizer ring 136 is engaged with the fourth synchronizer gear 135. The power of the first motor 102 is transmitted to the first output shaft 105 via the first motor shaft 104, the second gear 122, and the first gear 121. The power of the engine 101 is also transmitted to the first output shaft 105 via the first clutch 140 and the first gear 121. The powers of the engine 101 and the first motor 102 are coupled on the first output shaft 105 and then transmitted to the first differential assembly 110 via the first drive gear 106, thereby driving the front wheels of the vehicle.

[0114] In the above parallel first-gear drive and parallel two-gear drive modes, when the first motor 102 is in the drive mode, it is a parallel co-drive; when the first motor 102 idles, it is a pure engine 101 drive; when the first motor 102 is in the power generation mode, it is a parallel power generation.

[0115] When in parallel drive, the second drive mechanism 150 can participate in the drive simultaneously, forming a four-wheel drive mode of front-wheel drive parallel plus rear-wheel drive pure electric.

[0116] III. Pure engine 101 two-gear drive:

[0117] The engine 101 operates, the first clutch 140 is engaged, the second motor 151 idles, the first motor 102 is in the shutdown state, the first synchronizer ring 126 is separated from the second synchronizer gear 125, and the second synchronizer ring 136 is engaged with the fourth synchronizer gear 135. Only the power of the engine 101 is transmitted to the first gear 121 via the first clutch 140, and then transmitted to the first differential assembly 110 via the first output shaft 105 and the first drive gear 106, thereby driving the front wheels of the vehicle. In this mode, when the vehicle is running, the first motor 102 is disconnected from the wheel side, which can reduce the drag loss. The transmission from the engine 101 to the wheel end has only one pair of constantly meshing gears (i.e., the first drive gear 106 and the first differential ring gear 111), and the transmission efficiency is high.

[0118] IV. Series drive mode:

[0119] The engine 101 operates, the first motor 102 is in the power generation mode, the second motor 151 is in the drive mode, the first clutch 140 is engaged, the first synchronizer ring 126 is engaged with the second synchronizer gear 125, and the power of the engine 101 is transmitted through the first clutch 140, the first gear 121, and the second gear 122 to the first motor shaft 104, driving the first motor 102 to generate electricity. The generated electric energy is supplied to the second motor 151, and the excess electric energy is stored in the power battery. At this time, it is a series working mode with the second motor 151 driving the rear wheels. The power of the second motor 151 is transmitted to the second differential assembly 154 through the first reduction gear 161, the second reduction gear 162, the second output shaft 153, and the second drive gear 158, thereby driving the rear wheels of the vehicle.

[0120] When the power of the power battery is low, it can be in series reverse. At this time, the second motor 151 reverses to drive the vehicle.

[0121] V. Energy regeneration mode:

[0122] 1) Front-wheel drive first-gear energy regeneration: The engine 101 stops, the first clutch 140 disengages, the second motor 151 idles, the second synchronizer gear 125 is engaged with the third synchronizer gear 134, and the power of the front wheels is transmitted through the first differential assembly 110, the first output shaft 105, the fourth gear 132, the third gear 131, and the first motor shaft 104, and finally transmitted to the first motor 102. The first motor 102 performs energy regeneration, and the generated electric energy enters the power battery pack.

[0123] 2) Front-wheel drive second-gear energy regeneration: The engine 101 stops, the first clutch 140 disengages, the second motor 151 idles, the first synchronizer ring 126 is engaged with the second synchronizer gear 125, and the second synchronizer ring 136 is engaged with the fourth synchronizer gear 135. The power of the front wheels is transmitted through the first differential assembly 110, the first drive gear 106, the first output shaft 105, the first gear 121, the second gear 122, and the first motor shaft 104, and finally transmitted to the first motor 102. The electric energy generated by the first motor 102 for energy regeneration enters the power battery.

[0124] 3) Rear-wheel drive energy regeneration: The engine 101 stops, the first motor 102 stops, and the power of the rear wheels is transmitted through the second differential assembly 154, the second drive gear 158, the second output shaft 153, the second reduction gear 162, the first reduction gear 161, and the second motor shaft 152, and finally transmitted to the second motor 151. The second motor 151 performs energy regeneration.

[0125] When the braking deceleration is large, four-wheel drive energy regeneration is adopted, with front-wheel drive first-gear or second-gear regeneration and rear-wheel drive regeneration carried out simultaneously.

[0126] The control device can adopt different gears and working modes according to the working conditions of the vehicle and the power of the power battery.

[0127] When the SOC (State of Charge) of the vehicle is relatively high, pure electric drive is adopted. According to the vehicle speed and torque requirements of the vehicle, single-motor front-wheel drive, single-motor rear-wheel drive or dual-motor four-wheel drive is used. The first motor 102 has two gear ratio options. When driving in pure electric rear-wheel drive, the first motor 102 is in a shutdown state without drag loss.

[0128] During the process of starting the engine 101 of the vehicle, the vehicle adopts a rear-wheel drive mode, and the second motor 151 drives the vehicle. The second synchronizer ring 136 in the second transmission connection assembly 130 is in the middle position (that is, not combined with the third synchronizer gear 134 and the fourth synchronizer gear 135), the clutch is in the engaged state, the first synchronizer ring 126 is combined with the second synchronizer gear 125, and the power of the first motor 102 passes through the first motor shaft 104, the second gear 122, the first gear 121, the engine shaft 103, and the first clutch 140 to be transmitted to the engine 101, and the first motor 102 is used to start the engine 101.

[0129] When the SOC of the vehicle's power battery is low and it enters the power maintenance mode, the vehicle starts in series mode. When the vehicle speed reaches the economic vehicle speed of the first gear transmission of the engine 101, it enters the parallel first gear drive. At this time, only the second connector 133 needs to combine the fourth gear 132. During the gear shifting process, the vehicle is driven by the second motor 151 to ensure that the vehicle power is not interrupted. After the gear shifting is completed, the second motor 151 enters the idling mode, and the vehicle is in front-wheel drive and parallel first gear drive. When the vehicle speed rises to the upshift vehicle speed for switching to parallel second gear, the second connector 133 is combined with the first gear 121. During the process of shifting from first gear to second gear, the engine 101 and the first motor 102 generate electricity while adjusting the speed, and the second motor 151 enters the drive mode to ensure that the vehicle power is not interrupted. After the second gear shifting is completed, the second motor 151 enters the idling mode again. When the pure engine 101 drives the vehicle in second gear and the engine 101 works in the economic zone, the first connector 123 is disengaged from the second gear 122, avoiding the drag resistance of the first motor 102 and improving the transmission efficiency of the hybrid drive system.

[0130] When the vehicle accelerates extremely, the four-wheel drive parallel mode is adopted to drive the vehicle jointly by the engine 101, the first motor 102, and the second motor 151.

[0131] When the vehicle is in the energy recovery mode, according to the principle of the optimal comprehensive efficiency of the two motors, the first motor 102 or the second motor 151 or the two motors are selectively used for energy recovery.

[0132] The first embodiment also provides a vehicle including the hybrid drive system described above. The vehicle according to the first embodiment realizes multi-gear output of the first motor 102 and the engine 101, has a simple and compact structure, and improves the space utilization rate of the vehicle.

[0133] The second embodiment

[0134] Referring to Figure 4 , the difference between the hybrid drive device according to the second embodiment and the hybrid drive device according to the first embodiment is that: the first connector 123 according to the second embodiment uses a shift clutch to replace the synchronizer-type first connector 123 according to the first embodiment.

[0135] Specifically, referring to Figure 4 , the first connector 123 includes a first friction portion 220 and a second friction portion 221. The first friction portion 220 is movably connected to the first motor shaft 104 between a engaged position and a disengaged position along the axial direction of the first motor shaft 104. The second friction portion 221 is non-rotatable relative to the second gear 122. Optionally, the second friction portion 221 is fixed to the second gear 122. The first friction portion 220 at the engaged position fits with the second friction portion 221, so that the first motor shaft 104 and the second gear 122 are connected together. At this time, the engine shaft 103 and the first motor shaft 104 are transmitted through the meshing of the first gear 121 and the second gear 122. And the first friction portion 220 and the second friction portion 221 at the disengaged position do not contact, so that the first motor shaft 104 and the second gear 122 are disconnected, and at this time, the first motor shaft 104 and the engine shaft 103 are not connected.

[0136] The third embodiment

[0137] Referring to Figure 5 , the difference between the hybrid drive device according to the third embodiment and the hybrid drive device according to the first embodiment is that: the second connector 133 according to the third embodiment uses a shift clutch to replace the synchronizer-type second connector 133 according to the first embodiment.

[0138] Specifically, referring to Figure 5, the second connector 133 includes a third friction portion 230, a fourth friction portion 231, and a fifth friction portion 232. The third friction portion 230 is movably connected to the first output shaft 105 between a first engagement position and a second engagement position along the axial direction of the first output shaft 105. The fourth friction portion 231 is non-rotatable relative to the fourth gear 132. Specifically, the fourth friction portion 231 is fixed to the fourth gear 132. The fifth friction portion 232 is non-rotatable relative to the first gear 121. Specifically, the fifth friction portion 232 is fixed to the first gear 121. The third friction portion 230 located at the first engagement position abuts against the fourth friction portion 231, so that the first output shaft 105 and the fourth gear 132 are connected. The third friction portion 230 located at the second engagement position abuts against the fifth friction portion 232, so that the first output shaft 105 and the engine shaft 103 are connected together.

[0139] Fourth Embodiment

[0140] Referring to Figure 6 , the difference between the hybrid drive device according to the fourth embodiment and the hybrid drive device according to the third embodiment is that: the first connector 123 according to the fourth embodiment uses a shift clutch instead of the synchronizer-type first connector 123 according to the third embodiment.

[0141] Specifically, referring to Figure 6 , the first connector 123 includes a first friction portion 220 and a second friction portion 221. The first friction portion 220 is movably connected to the first motor shaft 104 between an engagement position and a separation position along the axial direction of the first motor shaft 104. The second friction portion 221 is non-rotatable relative to the second gear 122. Optionally, the second friction portion 221 is fixed to the second gear 122. The first friction portion 220 located at the engagement position abuts against the second friction portion 221, so that the first motor shaft 104 and the second gear 122 are connected together. At this time, the engine shaft 103 and the first motor shaft 104 are transmitted through the meshing of the first gear 121 and the second gear 122. The first friction portion 220 and the second friction portion 221 are not in contact at the separation position, so that the first motor shaft 104 and the second gear 122 are disconnected. At this time, the first motor shaft 104 and the engine shaft 103 are not connected.

[0142] Fifth Embodiment

[0143] Referring to Figure 7, The difference between the hybrid drive device according to the fifth embodiment and the hybrid drive device according to the first embodiment lies in that: the second drive mechanism 150 further includes a second clutch 250, and the second clutch 250 is disposed between the second motor shaft 152 and the second motor 151. The second clutch 250 is configured to: connect the second motor 151 and the second motor shaft 152 in the engaged state, and disconnect the second motor 151 and the second motor shaft 152 in the disengaged state. The provision of the second clutch 250 can disconnect the connection between the second motor shaft 152 and the second motor 151 when the second motor 151 idles, thereby reducing the drag resistance.

[0144] Sixth Embodiment

[0145] Refer to Figure 8 , The difference between the hybrid drive device according to the sixth embodiment and the hybrid drive device according to the first embodiment lies in that: the third speed change connection assembly 160 according to the sixth embodiment employs multi-speed shifting.

[0146] Specifically, the third speed change connection assembly 160 includes a fifth gear 261, a sixth gear 262, a seventh gear 263, an eighth gear 264, and a third connector 265. The fifth gear 261 is connected to the second motor shaft 152, the sixth gear 262 is sleeved on the second output shaft 153, and the fifth gear 261 meshes with the sixth gear 262. The seventh gear 263 is connected to the second motor shaft 152, the eighth gear 264 is sleeved on the second output shaft 153, the seventh gear 263 meshes with the eighth gear 264, and the transmission ratio between the fifth gear 261 and the sixth gear 262 is different from the transmission ratio between the seventh gear 263 and the eighth gear 264.

[0147] The third connector 265 is disposed on the second output shaft 153, and the third connector 265 is configured to:

[0148] In the first engaged state, connect the sixth gear 262 and the second output shaft 153 so that the sixth gear 262 and the second output shaft 153 are non-rotatable relative to each other, thereby enabling the transmission between the second motor shaft 152 and the second output shaft 153 through the meshing of the fifth gear 261 and the sixth gear 262.

[0149] In the second engaged state, connect the eighth gear 264 and the second output shaft 153 so that the eighth gear 264 and the second output shaft 153 are non-rotatable relative to each other, thereby enabling the transmission between the second motor shaft 152 and the second output shaft 153 through the meshing of the seventh gear 263 and the eighth gear 264.

[0150] The two-speed shifting of the second motor 151 to the second differential assembly 154 can be achieved through the third speed-changing connection assembly 160 according to the sixth embodiment, which further enriches the gear positions and working modes of the vehicle, and improves the transmission efficiency and power performance of the vehicle.

[0151] Furthermore, the third connector 265 includes a fifth synchronizing gear 266, a sixth synchronizing gear 267, and a third synchronizing ring 268. The fifth synchronizing gear 266 is non-rotatable relative to the sixth gear 262. Optionally, the fifth synchronizing gear 266 is fixedly connected to the sixth gear 262. The sixth synchronizing gear 267 is non-rotatable relative to the eighth gear 264. Optionally, the sixth synchronizing gear 267 is fixedly connected to the eighth gear 264. The third synchronizing ring 268 is movably connected to the second output shaft 153 between a first engaging position and a second engaging position along the axial direction of the second output shaft 153.

[0152] The third synchronizing ring 268 located at the first engaging position is sleeved on the fifth synchronizing gear 266, so that the sixth gear 262 and the second output shaft 153 are connected together, so that the power of the second motor 151 is transmitted to the second differential assembly 154 through the second motor shaft 152, the fifth gear 261, the sixth gear 262, the second output shaft 153, and the second drive gear 158, thereby realizing the drive of the rear wheels of the vehicle.

[0153] The third synchronizing ring 268 located at the second engaging position is sleeved on the sixth synchronizing gear 267, so that the eighth gear 264 and the second output shaft 153 are connected together, so that the power of the second motor 151 is transmitted to the second differential assembly 154 through the second motor shaft 152, the seventh gear 263, the eighth gear 264, the second output shaft 153, and the second drive gear 158, thereby realizing the drive of the rear wheels of the vehicle.

[0154] Seventh Embodiment

[0155] The difference between the hybrid drive device according to the seventh embodiment and the hybrid drive device according to the sixth embodiment is that the third speed-changing connection assembly 160 according to the seventh embodiment uses a shift clutch type third connector 265 to replace the synchronizer type third connector 265 according to the sixth embodiment.

[0156] Specifically, the third connector 265 includes a sixth friction portion, a seventh friction portion, and an eighth friction portion. The sixth friction portion is movably connected to the second output shaft 153 between a first engagement position and a second engagement position along the axial direction of the second output shaft 153. The seventh friction portion is non-rotatable relative to the sixth gear 262. Optionally, the seventh friction portion is fixedly connected to the sixth gear 262. The eighth friction portion is non-rotatable relative to the eighth gear 264. Optionally, the eighth friction portion is fixedly connected to the eighth gear 264.

[0157] The sixth friction portion located at the first engagement position is in contact with the seventh friction portion, so that the sixth gear 262 and the second output shaft 153 are connected together, so that the power of the second motor 151 is transmitted to the second differential assembly 154 through the second motor shaft 152, the fifth gear 261, the sixth gear 262, the second output shaft 153, and the second drive gear 158, thereby realizing the drive of the rear wheels of the vehicle.

[0158] The sixth friction portion located at the second engagement position is in contact with the eighth friction portion, so that the eighth gear 264 and the second output shaft 153 are connected together, so that the power of the second motor 151 is transmitted to the second differential assembly 154 through the second motor shaft 152, the seventh gear 263, the eighth gear 264, the second output shaft 153, and the second drive gear 158, thereby realizing the drive of the rear wheels of the vehicle.

[0159] In summary, it can be understood that the hybrid drive devices formed by combining the first drive mechanism 100 and the second drive mechanism 150 in different embodiments should all be within the protection scope of the present invention. For example, the hybrid drive device, hybrid drive system, and vehicle formed by combining the first drive mechanism 100 of the fourth embodiment and the second drive mechanism 150 of the sixth embodiment are also within the protection scope of the present invention.

[0160] Unless otherwise defined, the technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the technical field of the present invention. The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. Terms such as "arranged" that appear herein can either mean that one component is directly attached to another component or that one component is attached to another component through an intermediate member. The features described in one embodiment herein can be applied to another embodiment alone or in combination with other features, unless the feature is not applicable or otherwise stated in that other embodiment.

[0161] The present utility model has been described through the above embodiments. However, it should be understood that the above embodiments are only for illustrative and explanatory purposes, and are not intended to limit the present utility model to the scope of the described embodiments. Those skilled in the art can understand that more variations and modifications can be made according to the teachings of the present utility model, and these variations and modifications all fall within the scope of protection required by the present utility model.

Claims

1. A hybrid power drive device, characterized in that: The hybrid drive device comprises a first drive mechanism, wherein the first drive mechanism comprises: engine; First motor; A first speed-changing connection assembly, the first speed-changing connection assembly being disposed between the first motor and the engine, and the first speed-changing connection assembly being used to connect the first motor and the engine; and A second speed-changing connection assembly, wherein the second speed-changing connection assembly is arranged between the engine and the wheel end, and between the first motor and the wheel end, the second speed-changing connection assembly is used to connect the engine and the wheel end, and the second speed-changing connection assembly is also used to connect the first motor and the wheel end.

2. The hybrid drive device according to claim 1, characterized in that: The first driving mechanism further comprises: an engine shaft connected to the engine; a first motor shaft connected to the first motor; a first output shaft, the first output shaft being coaxially arranged with the engine shaft, the first output shaft being adapted to be connected to a wheel end; Wherein, the first speed-changing connection assembly is disposed between the engine shaft and the first motor shaft, and the first speed-changing connection assembly is configured to: connect the engine shaft and the first motor shaft in a coupled state, and disconnect the engine shaft and the first motor shaft in a separated state; and A second speed-shift connecting assembly, wherein the second speed-shift connecting assembly is disposed between the first output shaft and the engine shaft, and the second speed-shift connecting assembly is configured to connect the engine shaft and the first output shaft in a first combined state, and to connect the first output shaft and the first motor shaft in a second combined state.

3. The hybrid drive device according to claim 1, characterized in that: The hybrid drive device further includes a second drive mechanism including a second motor adapted to be connected to a wheel end.

4. The hybrid drive device according to claim 2, characterized in that: The hybrid drive device further includes a first clutch, which is disposed between the engine shaft and the engine, and is configured to connect the engine and the engine shaft in an engaged state and disconnect the engine and the engine shaft in a disengaged state.

5. The hybrid drive device according to claim 2, characterized in that: The first speed-changing connection assembly includes a first gear, a second gear and a first connector, the first gear is connected to the engine shaft, the second gear is sleeved on the first motor shaft, and the first gear is meshed with the second gear; The first connector is disposed on the first motor shaft, and the first connector in the combined state is connected to the second gear so that the second gear and the first motor shaft are non-rotatable.

6. The hybrid drive device according to claim 5, characterized in that: The first connector includes a first synchronous gear, a second synchronous gear and a first synchronous ring gear, the first synchronous gear is arranged on the first motor shaft and cannot rotate relative to the first motor shaft, the second synchronous gear is arranged on the second gear and cannot rotate relative to the second gear; the first synchronous ring gear is movably connected to the first motor shaft along the axial direction of the first motor shaft between a coupled position and a disengaged position, and the first synchronous ring gear located at the coupled position is sleeved on the first synchronous gear and the second synchronous gear.

7. The hybrid drive device according to claim 5, characterized in that: The first connector includes a first friction portion and a second friction portion, the first friction portion being movably connected to the first motor shaft between a coupling position and a separation position in an axial direction of the first motor shaft, and the second friction portion being non-rotatable relative to the second gear; The first friction portion located at the combining position is in contact with the second friction portion.

8. The hybrid drive device according to claim 2, characterized in that: The second speed-changing connection assembly includes a third gear, a fourth gear, and a second connector, the third gear is connected to the first motor shaft, the fourth gear is sleeved on the first output shaft, the third gear is meshed with the fourth gear, and the second connector is disposed on the first output shaft; The second connector in the first combined state is connected to the engine shaft so that the first output shaft and the engine shaft cannot rotate with each other; The second connector in the second combined state is connected to the fourth gear so that the first output shaft and the fourth gear are non-rotatable.

9. The hybrid drive device according to claim 8, characterized in that: The second connector includes a third synchronous gear, a fourth synchronous gear and a second synchronous ring gear, the second synchronous ring gear is arranged on the first output shaft and is non-rotatable relative to the first output shaft, the third synchronous gear is non-rotatable relative to the fourth gear, and the fourth synchronous gear is non-rotatable relative to the engine shaft; the second synchronous ring gear is movably connected to the first output shaft between a first combining position and a second combining position along the axial direction of the first output shaft, the second synchronous ring gear located at the first combining position is sleeved on the third synchronous gear, and the second synchronous ring gear located at the second combining position is sleeved on the fourth synchronous gear.

10. The hybrid driving device according to claim 8, characterized in that: The second connector includes a third friction portion, a fourth friction portion and a fifth friction portion, the third friction portion is movably connected to the first output shaft between a first coupling position and a second coupling position along the axial direction of the first output shaft, the fourth friction portion is non-rotatable relative to the fourth gear, and the fifth friction portion is non-rotatable relative to the engine shaft; the third friction portion located at the first coupling position is in contact with the fourth friction portion, and the third friction portion located at the second coupling position is in contact with the fifth friction portion.

11. The hybrid driving device according to claim 3, characterized in that: The second drive mechanism also includes a second motor shaft, a second output shaft and a third speed-changing connection assembly, wherein the second motor shaft is connected to the second motor, and the second output shaft is suitable for connecting to the wheel end; the third speed-changing connection assembly is arranged between the second motor shaft and the second output shaft.

12. The hybrid driving device according to claim 11, characterized in that: The second driving mechanism also includes a second clutch, which is arranged between the second motor shaft and the second motor, and the second clutch is configured to connect the second motor and the second motor shaft in an engaged state and disconnect the second motor and the second motor shaft in a disengaged state.

13. The hybrid driving device according to claim 11, characterized in that: The third speed-changing connection assembly includes a fifth gear, a sixth gear, a seventh gear, an eighth gear and a third connector; The fifth gear is connected to the second motor shaft, the sixth gear is sleeved on the second output shaft, and the fifth gear is meshed with the sixth gear; The seventh gear is connected to the second motor shaft, the eighth gear is sleeved on the second output shaft, the seventh gear is meshed with the eighth gear, and the transmission ratio between the fifth gear and the sixth gear is different from the transmission ratio between the seventh gear and the eighth gear; The third connector is disposed on the second output shaft, and the third connector is configured as follows: When in a first combined state, the sixth gear and the second output shaft are connected so that the sixth gear and the second output shaft cannot rotate; When in the second combined state, the eighth gear and the second output shaft are connected so that the eighth gear and the second output shaft cannot rotate.

14. The hybrid driving device according to claim 13, characterized in that: The third connector includes a fifth synchronous gear, a sixth synchronous gear and a third synchronous ring gear, the fifth synchronous gear is non-rotatable relative to the sixth gear, and the sixth synchronous gear is non-rotatable relative to the eighth gear; the third synchronous ring gear is movably connected to the second output shaft between a first combining position and a second combining position along the axial direction of the second output shaft, the third synchronous ring gear located at the first combining position is sleeved on the fifth synchronous gear, and the third synchronous ring gear located at the second combining position is sleeved on the sixth synchronous gear.

15. The hybrid driving device according to claim 13, characterized in that: The third connector includes a sixth friction portion, a seventh friction portion and an eighth friction portion, the sixth friction portion is movably connected to the second output shaft between a first coupling position and a second coupling position along the axial direction of the second output shaft, the seventh friction portion is non-rotatable relative to the sixth gear, and the eighth friction portion is non-rotatable relative to the eighth gear; the sixth friction portion located at the first coupling position is in contact with the seventh friction portion, and the sixth friction portion located at the second coupling position is in contact with the eighth friction portion.

16. A hybrid power drive system, characterized in that: The invention comprises a hybrid driving device according to any one of claims 1 to 15 and a control device, wherein the control device is suitable for controlling the hybrid driving device to switch gears and / or working modes.

17. A vehicle, characterized in that: Comprising a hybrid drive system according to claim 16.

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